EP3446890A1 - Reifen - Google Patents

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Publication number
EP3446890A1
EP3446890A1 EP18185086.8A EP18185086A EP3446890A1 EP 3446890 A1 EP3446890 A1 EP 3446890A1 EP 18185086 A EP18185086 A EP 18185086A EP 3446890 A1 EP3446890 A1 EP 3446890A1
Authority
EP
European Patent Office
Prior art keywords
groove
tire
tread
groove wall
contacting surface
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP18185086.8A
Other languages
English (en)
French (fr)
Other versions
EP3446890B1 (de
Inventor
Hiroaki Kajita
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Rubber Industries Ltd
Original Assignee
Sumitomo Rubber Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Publication of EP3446890A1 publication Critical patent/EP3446890A1/de
Application granted granted Critical
Publication of EP3446890B1 publication Critical patent/EP3446890B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C11/1315—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls having variable inclination angles, e.g. warped groove walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
    • B60C11/045—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section the groove walls having a three-dimensional shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C11/1323—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls asymmetric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C11/1346—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls covered by a rubber different from the tread rubber
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
    • B60C11/0066—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction having an asymmetric arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C2011/133—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising recesses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles

Definitions

  • the present invention relates to a tire having a tread portion provided with a main groove.
  • Japanese Unexamined Patent Application Publication No. H05-338412 has disclosed a tire in which a tread portion is provided with main grooves.
  • Each of the main grooves mentioned above has groove wall surfaces extending obliquely in a direction so that a groove width thereof decreases from a groove bottom surface thereof to a tread surface thereof.
  • the main grooves configured as such are advantageous for maintaining a drainage property after the tread portion is worn.
  • groove edge side portions of land regions divided by the main grooves tend to collapse toward a groove center of respective one of the main grooves with a connecting portion between each of the groove walls and respective one of the groove bottom surfaces as a fulcrum during running. Thereby, steering stability tends to deteriorate on a dry road surface for the tires mentioned above.
  • the present invention was made in view of the above problems, and a primary object thereof is to provide a tire capable of exerting excellent wet performance over a long period of time while securing the steering stability.
  • a tire comprises a tread portion comprising a tread ground contacting surface and at least one main groove recessed from the tread ground contacting surface and extending continuously in a tire circumferential direction, wherein the main groove has a first groove wall, the first groove wall is provided with a recessed portion recessed outwardly in a groove width direction from a groove edge of the main groove on the tread ground contacting surface, and the recessed portion is formed of groove wall rubber having a complex elastic modulus larger than that of base rubber forming a main portion of the tread ground contacting surface.
  • a difference in a complex elastic modulus between the base rubber and the groove wall rubber is in a range of from 5.0 to 10.0 MPa.
  • a boundary between the base rubber and the groove wall rubber is inclined in a direction away from a groove center of the main groove from the tread ground contacting surface toward an inner side in a tire radial direction.
  • the groove wall rubber includes a first portion forming the entire first groove wall, the first portion is exposed on the tread ground contacting surface, and a width in a tire axial direction of the first portion gradually decreases inwardly in a tire radial direction from the tread ground contacting surface.
  • the width in the tire axial direction of the first portion on the tread ground contacting surface is in a range of from 1.3 to 2.0 times a maximum recess amount of the recessed portion from the groove edge.
  • a tread reinforcing ply layer is provided inside the tread portion, and a height in the tire radial direction of the first portion is in a range of from 0.7 to 0.9 times a tread thickness in the tire radial direction between the tread ground contacting surface at a tire equator and an outer surface of the tread reinforcing ply layer.
  • the main groove includes a shoulder main groove arranged closest to a tread edge
  • the shoulder main groove includes the first groove wall arranged on a side of the tread edge and a second groove wall arranged on a side of the tire equator
  • the groove wall rubber includes a first portion forming the entire first groove wall and a second portion forming the entire second groove wall, each of the first portion and the second portion is exposed on the tread ground contacting surface, and on the tread ground contacting surface, the first portion has a width in a tire axial direction larger than that of the second portion.
  • the recessed portion includes a first recessed portion having a recess amount gradually decreasing from a deepest portion which is recessed most outwardly in the groove width direction toward both sides in the tire circumferential direction.
  • the recessed portion includes a second recessed portion having a recess amount from the groove edge constant in the tire circumferential direction.
  • the main groove has a second groove wall, and the second groove wall is provided with the recessed portion.
  • Fig. 1 is a lateral cross-sectional view of a tread portion 2 of a tire 1 in this embodiment.
  • Fig. 1 is a meridian section passing through a tire rotational axis of the tire 1 in a standard state.
  • the tire 1 in this embodiment is suitably used as a pneumatic tire for a passenger car, for example. However, it is not limited to such an embodiment, and the tire 1 of the present invention may be used as a tire for heavy load.
  • the “standard state” is a state in which the tire is mounted on a standard rim, inflated to a standard inner pressure, and loaded with no tire load.
  • dimensions and the like of various parts of the tire 1 are those measured under the standard state, unless otherwise noted.
  • the "standard rim” is a wheel rim specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the "normal wheel rim” in JATMA, "Design Rim” in TRA, and “Measuring Rim” in ETRTO.
  • the "standard inner pressure” is air pressure specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the “maximum air pressure” in JATMA, maximum value listed in the "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" table in TRA, and "INFLATION PRESSURE” in ETRTO.
  • the tread portion 2 is provided with a tread ground contacting surface (2s) and at least one main groove 3 recessed from the tread ground contacting surface (2s) and extending continuously in a tire circumferential direction.
  • a shoulder main groove 4 and a crown main groove 5 adjacent to each other in a tire axial direction are respectively provided between a tire equator (C) and respective one of tread edges (Te).
  • Each of the shoulder main grooves 4 is arranged closest to respective one of the tread edges (Te), for example.
  • Each of the crown main grooves 5 is provided between respective one of the shoulder main grooves 4 and the tire equator (C).
  • the tread portion 2 in this embodiment is provided with four main grooves 3.
  • the present invention is not limited to such an embodiment.
  • tread edges (Te) are defined as outermost ground contacting positions in the tire axial direction when the tire 1 in the standard state is in contact with a flat surface with zero camber angles by being loaded with a standard tire load.
  • the "standard load” is a tire load specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the "maximum load capacity" in JATMA, maximum value listed in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" table in TRA, and "LOAD CAPACITY" in ETRTO.
  • a groove width W1 of each of the main grooves 3 is in the range of from 3.0% to 6.0% of a tread width TW, for example.
  • the groove width of the main groove means a length between groove edges thereof on a ground contacting surface of the tread portion 2.
  • the tread width TW is a distance in the tire axial direction in the standard state between one of the tread edges (Te) and the other one of the tread edges (Te).
  • a groove depth of each of the main grooves 3 is in the range of from 5 to 10 mm, for example.
  • Fig. 2 is an enlarged cross-sectional view of one of the shoulder main grooves 4 and its adjacent one of the crown main grooves 5 as a drawing for explaining the configuration of the main grooves 3.
  • each of the main grooves 3 has a first groove wall 11 and a second groove wall 12.
  • the first groove wall 11 is the groove wall on a side of respective one of the tread edges (Te) (left side in Fig. 2 ).
  • the second groove wall 12 is the groove wall on a side of the tire equator (C) (right side in Fig. 2 ).
  • Each of the first groove walls 11 is provided with a recessed portion 15 recessed outwardly in a groove width direction from a groove edge (3e) of respective one of the main grooves 3 on the tread ground contacting surface (2s). Even when the tread portion 2 is worn, the recessed portions 15 ensure opening area of the main grooves 3 in the tread ground contacting surface (2s), therefore, excellent wet performance is exerted over a long period of time.
  • the recessed portion 15 is formed of groove wall rubber 8 having a complex elastic modulus larger than that of base rubber 7 forming the main portion of the tread ground contacting surface (2s). Thereby, rigidity of the recessed portions 15 is increased, therefore, it is possible that groove edge side portions of land regions divided by the main grooves 3 are suppressed from collapsing toward a groove center of corresponding one of the main grooves 3. Thereby, deterioration of the steering stability is suppressed.
  • the complex elastic modulus is a value measured in accordance with Japanese Industrial Standard JIS-K6394 by using a viscoelasticity spectrometer available from Iwamoto Quartz GlassLab Co., Ltd. under the following conditions.
  • Initial strain 10% Amplitude: ⁇ 2%
  • Frequency 10 Hz
  • Deformation mode Tension Measurement temperature: 30 degrees Celsius
  • a complex elastic modulus E*1 of the base rubber 7 is in the range of from 4.0 to 8.0 MPa, for example. It is preferred that a complex elastic modulus E*2 of the groove wall rubber 8 is in the range of from 9.0 to 13.0 MPa, for example. In a more preferred embodiment, a difference between the complex elastic modulus E*2 of the groove wall rubber 8 and the complex elastic modulus E*1 of the base rubber 7 is in the range of from 5.0 to 10.0 MPa, for example.
  • the groove wall rubber 8 in this embodiment includes a first portion 18 forming the entire first groove wall 11 and a second portion 19 forming the entire second groove wall 12, for example.
  • a groove bottom surface of each of the main grooves 3 is formed of not the groove wall rubber 8 but the base rubber 7. Thereby, the groove bottom surface is easily deformed appropriately, therefore, it is possible that occurrence of cracks in the groove bottom surface is suppressed.
  • each of the first portion 18 and the second portion 19 is exposed on the tread ground contacting surface (2s). Thereby, deformation of the land regions is further suppressed.
  • widths in the tire axial direction of the first portion 18 and the second portion 19 of the tread portion 2 each gradually decrease inwardly in a tire radial direction from the tread ground contacting surface (2s).
  • a width W2 of each of the first portions 18 in the tire axial direction on the tread ground contacting surface (2s) and a width W3 of each of the second portions 19 in the tire axial direction on the tread ground contacting surface (2s) are preferably not less than 1.3 times, more preferably not less than 1.5 times, and preferably not more than 2.0 times, more preferably not more than 1.8 times a maximum recess amount w4 of each of the recessed portion 15 from the groove edge thereof.
  • the groove wall rubber 8 configured as such can improve the steering stability and ride comfort in a good balance.
  • the width w2 of the first portion 18 and the width W3 of the second portion 19 are each in the range of from 0.2 to 0.3 times a width of the land region in which these are provided.
  • the first portion 18 has the width in the tire axial direction larger than that of the second portion 19.
  • Each of a height (h1) in the tire radial direction of each of the first portions 18 and a height (h2) in the tire radial direction of each of the second portions 19 is preferably not less than 0.6 times, more preferably not less than 0.7 times, and preferably not more than 1.0 times, more preferably not more than 0.9 times a tread thickness (ht) (shown in Fig. 1 ), for example.
  • the groove wall rubber 8 configured as such can exert the above-mentioned effects over a long period of time.
  • the tread thickness (ht) is a distance in the tire radial direction between the tread ground contacting surface (2s) at the tire equator (C) and an outer surface of a tread reinforcing ply layer 6 provided inside the tread portion 2.
  • each of boundaries 20 between the base rubber 7 and the groove wall rubber 8 is inclined in a direction away from the groove center of respective one of the main grooves 3 from the tread ground contacting surface (2s) toward the inner side in the tire radial direction. Further, it is preferred that each of the boundaries 20 is inclined at an angle ⁇ 1 in the range of from 5 to 15 degrees with respect to a respective tread normal line, for example. Thereby, a sufficient distance is secured between each of the boundaries 20 and its adjacent one of the groove walls, therefore, the groove walls are reinforced more effectively.
  • Fig. 3 is an enlarged plan view of one of the shoulder main grooves 4 and one of the crown main grooves 5 as a drawing showing an embodiment of the recessed portions 15.
  • each of the groove edges (3e) of the main grooves 3 is indicated by a solid line and each of contours 21 of the groove walls thereof in a plan view of the tread portion 2 is indicated by a broken line so that the configuration of the recessed portions 15 can be easily understood.
  • regions between each of the groove edges (3e) of the main grooves 3 and the contour 21 of one of the groove walls respectively adjacent thereto is shaded with hatching.
  • the boundaries 20 between the base rubber 7 and the groove wall rubber 8 are indicated by two-dot chain lines.
  • the recessed portions 15 in this embodiment are provided in the first groove walls 11 and the second groove walls 12.
  • Each of the recessed portions 15 includes a first recessed portion 16 and a second recessed portion 17, for example.
  • each of the first recessed portions 16 has the recess amount from the respective groove edge (3e) gradually decreasing from a deepest portion 22 recessed most outwardly in the groove width direction toward both sides in the tire circumferential direction, for example.
  • the rigidity of the land regions divided by the main grooves 3 is ensured on both sides in the tire circumferential direction of each of the deepest portions 22, therefore, it is possible that, on both sides in the tire circumferential direction of each of the deepest portions 22, each of the groove edge side portions of the land regions divided by the main grooves 3 is suppressed from collapsing toward the groove center of corresponding one of the main grooves 3.
  • the first recessed portions 16 smoothly changes the rigidity of the land regions in the tire circumferential direction, therefore, local deformation of the groove edge side portions is suppressed. Thereby, excellent steering stability can be obtained.
  • main grooves continuously extending in the tire circumferential direction discharge water to the rear side in the tire running direction during running on a wet road surface, but when the amount of water on the road surface is large, they tend to push a part of the water to the front side in the tire running direction.
  • the first recessed portions 16 mentioned above can push a part of the water to the front side in the tire running direction and to the outer side in the tire axial direction, therefore, the displaced water is consequently suppressed from getting into the gap between the tread portion 2 and the road surface.
  • the above-described first recessed portions 16 can effectively suppress the hydroplaning phenomenon as compared with the recessed portions having a constant recess amount in the tire circumferential direction.
  • Each of the first recessed portions 16 has a contour portion 23 smoothly curved and recessed in a cross section passing through the respective deepest portion 22 and taken in parallel with the ground contacting surface of the tread portion 2, for example.
  • the first recessed portions 16 configured as such make it easier to take out ribs for forming the main grooves of a vulcanization mold at the time of vulcanization molding (hereinafter, such effect may be referred to as "improved mold releasability").
  • each of the first recessed portions 16 the curvature of the arcuate contour portion in a cross section taken in parallel with the ground contacting surface of the tread portion 2 gradually increases toward the inner side in the tire radial direction.
  • the first recessed portions 16 configured as such can secure large groove volume of the main grooves 3 while suppressing deformation of the groove edge side portions.
  • a radius of curvature (r1) of each of the contour portions 23 is in the range of from 1.5 to 3.0 times the groove width W1 of each of the main grooves 3, for example. It is preferred that a length L1 in the tire circumferential direction of each of the first recessed portions 16 is in the range of from 2.0 to 3.0 times the groove width W1 of each of the main grooves 3, for example.
  • the first recessed portions 16 configured as such can provide excellent wet performance even when the tread portion 2 is worn while ensuring the steering stability as when the tire is newly used.
  • Fig. 4A is a cross-sectional view taken along A-A line of Fig. 3 and corresponds to a lateral cross-sectional view of one of the first recessed portions 16 provided in one of the first groove walls 11 taken so as to pass through the deepest portion 22 thereof. As shown in Fig. 4A , it is preferred that each of the first recessed portions 16 is provided on a side of the groove bottom of the respective groove wall of the main grooves 3.
  • Each of the first recessed portions 16 in this embodiment includes a concave surface portion 24 recessed outwardly in the groove width direction, and a convex surface portion 25 connected with the concave surface portion 24 on the outer side thereof in the tire radial direction and convex toward the side of the groove center line of respective one of the main grooves 3, for example. It is preferred that each of the concave surface portion 24 and the convex surface portion 25 is curved in a smooth arc shape. However, each of the first recessed portions 16 is not limited to such an embodiment, and may have a flat surface formed between the deepest portion 22 and the groove edge (3e), for example.
  • a maximum recess amount W5 of each of the first recessed portions 16 is preferably not less than 0.20 times, more preferably not less than 0.40 times, and preferably not more than 0.80 times. more preferably not more than 0.60 times the groove width W1 (shown in Fig. 3 ), which is the length between the groove edges of each of the main grooves 3.
  • the first recessed portions 16 configured as such can exert excellent mold releasability and the wet performance.
  • the maximum recess amount W5 of each of the first recessed portions 16 in this embodiment corresponds to the maximum recess amount W4 of each of the recessed portions 15 described above.
  • each of the second recessed portions 17 in this embodiment has the recess amount constant in the tire circumferential direction from the respective groove edge (3e).
  • the second recessed portions 17 configured as such together with the first recessed portions 16 can improve the mold releasability and the wet performance.
  • each of the second recessed portions 17 has a length in the tire circumferential direction smaller than that of each of the first recessed portions 16, for example. It is preferred that a length L2 in the tire circumferential direction of each of the second recessed portions 17 is in the range of from 0.45 to 0.60 times the length L1 in the tire circumferential direction of each of the first recessed portions 16, for example.
  • the second recessed portions 17 configured as such can improve the steering stability and the wet performance in a good balance.
  • Fig. 4B is a cross-sectional view taken along B-B line of Fig. 3 and corresponds to a lateral cross-sectional view passing through one of the second recessed portions 17 provided in one of the first groove walls 11.
  • each of the second recessed portions 17 has a flat surface 14 arranged between a deepest portion 28 and respective one of the groove edges (3e), for example.
  • the second recessed portions 17 configured as such are helpful for improving the mold releasability.
  • an angle ⁇ 2 of the flat surface 14 of each of the second recessed portions 17 is in the range of from 5 to 15 degrees, for example.
  • the angle ⁇ 2 is an angle between each of the flat surfaces 14 and the tread normal line passing through respective one of the groove edges (3e).
  • a maximum recess amount W6 of each of the second recessed portions 17 is smaller than the maximum recess amount W5 of each of the first recessed portions 16. Specifically, it is preferred that the maximum recess amount W6 of each of the second recessed portions 17 is in the range of from 0.05 to 0.15 times the groove width W1 of each of the main grooves 3.
  • each of the first groove walls 11 in this embodiment is provided with the first recessed portions 16 and the second recessed portions 17 described above arranged alternately in the tire circumferential direction. Thereby, uneven wear of the groove edges of the main grooves 3 is suppressed.
  • each of the second groove walls 12 is provided with the recessed portions 15 described above.
  • each of the second groove walls 12 is provided with a plurality of the first recessed portions 16 and a plurality of the second recessed portions 17.
  • each of the second groove walls 12 in this embodiment is provided with the first recessed portions 16 and the second recessed portions 17 arranged alternately in the tire circumferential direction. Thereby, the steering stability as when the tire is newly used and the wet performance after the tread portion is worn are improved in a good balance.
  • Fig. 4A is a lateral cross-sectional view of one of the second recessed portions 17 provided in one of the second groove walls 12
  • Fig. 4B is a lateral cross-sectional view of one of the first recessed portions 16 provided in one of the second groove walls 12.
  • each of the first recessed portions 16 provided in one of the second groove walls 12 faces respective one of the second recessed portions 17 provided in one of the first groove walls 11 adjacent thereto, for example.
  • Each of the second recessed portions 17 provided in one of the second groove walls 12 faces respective one of the first recessed portions 16 provided in one of the first groove walls 11 adjacent thereto, for example.
  • the first recessed portions 16 provided in one of the first groove walls 11 and the first recessed portions 16 provided in one of the second groove walls 12 adjacent thereto are arranged alternately in the tire circumferential direction, for example.
  • the shoulder main grooves 4 configured as such can exert excellent mold releasability.
  • each of the shoulder main grooves 4 and each of the crown main grooves 5 are arranged alternately in the same phase with each other in the tire circumferential direction.
  • each of the first recessed portions 16 of the first groove wall 11 of one of the shoulder main grooves 4 is adjacent in the tire axial direction to respective one of the first recessed portions 16 provided in the groove wall on the same side (the groove wall on the left side in Fig. 3 ) of one of the crown main grooves 5 adjacent thereto.
  • each of the first recessed portion 16 provided in the second groove wall 12 of one of the shoulder main grooves 4 is adjacent in the tire axial direction to respective one of the first recessed portion 16 provided in the groove wall on the same side (the groove wall on the right side in Fig. 3 ) of one of the crown main grooves 5 adjacent thereto.
  • Fig. 5 is an enlarged view of one of the main grooves 3 according to another embodiment of the present invention.
  • the same reference numerals are given to the elements common to the embodiment described above, and the explanation thereof is omitted here.
  • sipes 27 each extending outwardly in the groove width direction from the main groove 3 are provided.
  • Each of the sipes 27 is connected with the respective one of the first recessed portions 16 described above.
  • Each of the first recessed portions 16 in this embodiment is provided with one sipe 27.
  • Each of the first recessed portions 16 may be provided with a plurality of the sipes 27, for example.
  • each of the sipes 27 is connected with the deepest portion 22 of respective one of the first recessed portions 16.
  • the sipes 27 configured as such open moderately when the rib for forming the main groove of the vulcanization mold is taken out from the tread portion 2, therefore, it is possible that the rib is easily taken out.
  • the recess amount of each of the first recessed portions 16 can be further increased, therefore, it is possible that the wet performance is further improved.
  • the term "sipe" means a cut or a groove having a width less than 1.5 mm.
  • each of the sipes 27 has the same length in the tire axial direction as the recess amount of the deepest portion 22 of the first recessed portion 16, for example.
  • the sipes 27 configured as such can improve the steering stability and the wet performance in a good balance.
  • each of the sipes 27 may have the length in the tire axial direction larger than the recessed amount of the deepest portion 22. The sipes 27 configured as such can further improve the mold releasability and the wet performance.
  • Tires of size 245/45R19 having the main grooves described above were made by way of test according to the specifications listed in Table 1.
  • References 1 and 2 tires having the groove wall rubber having the same complex elastic modulus as that of the base rubber were made by way of test.
  • each of main grooves (a) of the tire as the Reference 1 is provided on the groove walls on both sides respectively thereof with recessed portions (b) each having the constant recess mount in the tire circumferential direction.
  • the groove volume of each of the main grooves (a) of the Reference 1 is the same as the groove volume of each of the main grooves of Example 1.
  • the tire as the Reference 2 has the main grooves each having the shape shown in Fig. 3 .
  • Each of the test tires was tested for the steering stability, the ride comfort, and the wet performance after the tire is worn. Common specifications of the test tires and the test methods are as follows.
  • test tires were mounted on four wheels of a rear wheel drive passenger car with a displacement of 4600 cc under the following conditions, then while a driver drove the test car on a dry road surface, the steering stability and the ride comfort were evaluated by the driver's feeling. The results are indicated by an evaluation point based on the Reference 1 being 100, wherein the larger the numerical value, the better the steering stability or the ride comfort is.
  • Tire rim 19x8.0J
  • Tire inner pressure 230 kPa

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
EP18185086.8A 2017-08-23 2018-07-24 Reifen Active EP3446890B1 (de)

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Cited By (1)

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EP4389456A1 (de) * 2022-12-21 2024-06-26 Sumitomo Rubber Industries, Ltd. Reifen

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Publication number Priority date Publication date Assignee Title
JP7074120B2 (ja) * 2019-12-26 2022-05-24 住友ゴム工業株式会社 タイヤ
WO2021261010A1 (ja) * 2020-06-24 2021-12-30 住友ゴム工業株式会社 タイヤ
WO2021261009A1 (ja) * 2020-06-24 2021-12-30 住友ゴム工業株式会社 タイヤ
JP7533139B2 (ja) * 2020-11-11 2024-08-14 住友ゴム工業株式会社 タイヤ
EP4253093A4 (de) * 2020-12-28 2024-05-22 Sumitomo Rubber Industries, Ltd. Reifen

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JPH05338412A (ja) 1992-06-04 1993-12-21 Sumitomo Rubber Ind Ltd 重荷重用空気入りタイヤ
WO2014102039A1 (fr) * 2012-12-28 2014-07-03 Compagnie Generale Des Etablissements Michelin Bande de roulement comportant des elements de sculpture comprenant une couche de recouvrement
EP2946945A1 (de) * 2012-12-28 2015-11-25 Compagnie Générale des Etablissements Michelin Lauffläche für luftreifen und luftreifen damit
WO2018172680A1 (fr) * 2017-03-20 2018-09-27 Compagnie Generale Des Etablissements Michelin Pneumatique dont la bande de roulement comporte des rainures avec faces laterales en contre-depouille et des elements de renforcement

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JPH1178414A (ja) * 1997-09-17 1999-03-23 Yokohama Rubber Co Ltd:The 空気入りタイヤ
DE60320324T2 (de) * 2003-12-30 2009-07-09 Pirelli Tyre S.P.A. Reifen für fahrzeuge
CN106660408B (zh) * 2014-07-23 2018-09-18 横滨橡胶株式会社 重载荷用充气轮胎
JP6836888B2 (ja) * 2016-12-02 2021-03-03 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
FR3068916A1 (fr) * 2017-07-17 2019-01-18 Compagnie Generale Des Etablissements Michelin Pneumatique a sous-couche de bande de roulement affleurante en fond de sillon et elements de renforcement en caoutchouc de haut module integres a la bande de roulement

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JPH05338412A (ja) 1992-06-04 1993-12-21 Sumitomo Rubber Ind Ltd 重荷重用空気入りタイヤ
WO2014102039A1 (fr) * 2012-12-28 2014-07-03 Compagnie Generale Des Etablissements Michelin Bande de roulement comportant des elements de sculpture comprenant une couche de recouvrement
EP2946945A1 (de) * 2012-12-28 2015-11-25 Compagnie Générale des Etablissements Michelin Lauffläche für luftreifen und luftreifen damit
WO2018172680A1 (fr) * 2017-03-20 2018-09-27 Compagnie Generale Des Etablissements Michelin Pneumatique dont la bande de roulement comporte des rainures avec faces laterales en contre-depouille et des elements de renforcement

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4389456A1 (de) * 2022-12-21 2024-06-26 Sumitomo Rubber Industries, Ltd. Reifen

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EP3446890B1 (de) 2020-04-08
JP2019038341A (ja) 2019-03-14
US20190061435A1 (en) 2019-02-28
US11413906B2 (en) 2022-08-16

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